The pandemic saw sales of private number plates hit new highs – turning many into shrewd investments.
Demand has seen plates change hands from anything from £150 to eye-watering six-figure amounts.
It seems the last two years of home working saw more and more people turn to online auctions to snap up that special plate all from the comfort of their own home.
For many buyers these unique plates stay with them forever being easily transferrable to the latest car purchase. The transfer fee is just £80 and can easily be done online using the DVLA website.
Remember you need to do your homework when buying – the more rare a personalised number plate combination the more expensive it will be. Novelty plates always command a premium and as a rule anything that features a ‘1’ at the beginning or end will be a big seller. Also remember you can’t buy a plate that is newer than the car you intend to put it on.
But buyers beware the use of plates referring to the pandemic such as COV 1D are banned by the DVLA. That doesn’t go for plates celebrating our NHS though. 1 NHS sold for £150,000 in 2020!
What could you get? The DVLA has a Yorkshire plate Y003RKS for £399 or how about L009TUS for your pocket rocket. Jack Tordoff of course created a major automotive brand from his JCT 600 number plate.
Where to buy a personalised plate: 1) Direct from the DVLA 2) Dealer online auction sites 3) Check out CarReg.co.uk or private sellers that are fully accredited
Stories from the Practical Classic & Restoration Show
The Practical Classic’s Classic and Restoration Show is a one stop shop for the classic car enthusiasts. You can buy a car, join a club or find that specialist tool you have been looking for. We visited the show and we will be bringing you some articles about the things that caught our eye.
I thought we should start with a classic car that was built in Yorkshire, The Jowett. The Jowett Car Club was founded in 1923 and is the oldest car one make club in the world. The Jowett Motor Manufacturing Company was created in 1901 to undertake general engineering work. By 1906 they built a prototype car which went into production in 1910.
By 1919 (after WW1) Jowett Cars Ltd began production at a new site in Idle, Bradford where production continued until 1954.
The club always put on an excellent display at the Practical Classic and Restoration Show and this year was no exception. Star of the show was a 8hp Jowett is being restored by the club in partnership with Bradford Council’s whose museums service own it. Club members worked on the the car throughout the show. Two racing Jowett’s were on display. Julian Crossley’s 1953 Jowett Javelin which has appeared in a number of historic racing events and appeared at the Goodwood Revival with no less than Christian Horner in the driving seat. The second, a Jowett Jupiter which is a regular competitor on the historic racing scene.
The Jowett Car club is an excellent club and if you want a genuine Yorkshire vcar then they might be just what you are looking for. For more information email dianneglyndavies@hotmail.co.uk
To view this article at its best click to go on line.
Among the many celebrity guests at the Practical Classic and Restoration Show (PCRS) was Ant Anstead who was promoting his recently launched Tipo 184. I have to say I was surprised at how substantial the chassis was and fortunately for those of us who don’t weld, it comes fully assembled.
The Tipo184 is claimed to be one of the most cost-effective ways into classic race car ownership. Prices for the self-build kits, which are based on the easy-to-source Mazda MX-5 running gear, have been set at just £16,450.
Designed by Ant Anstead and Dowsetts Classic Cars, the Motorsport UK-compliant Tipo184 evokes the Alfa Romeo 158, driven by Juan Manuel Fangio in the 1950s, widely regarded as one of the most successful race cars of all time.
Tipo184 owners will be able to take part in a new race series, run in partnership with the British Racing & Sports Car Club (BRSCC). Billed as an affordable single seater race series. The planned race format for 2022 will consist of a 15-minute qualifying session followed by two 15-minute races at major circuits across the UK.
The Tipo184 starter kit can be purchased directly at www.tipo184.com .
I am a big fan of Italy, I love the architecture, the food and the cars. I have travelled to Italy many times and with budget airlines providing low cost flights, trips to Italy are affordable for most. For the car enthusiast, a trip incorporating Monza, The Piaggio Museum, the Ferrari Museum at Modena, coupled with Espresso Coffee, Pizza and ice cream you there is nothing better.
On 12 March 1947, Enzo Ferrari started up the Ferrari 125 S, the first car to bear his name. The Ferrari that crossed the Maranello gates in 1947 was more than a new car, it was a declaration of intent, and the beginning of a 75-year culture of excellence built on craftsmanship, dedication, tradition and innovation. It is a culture that has created a stream of automotive masterpieces, each destined to transcend time.
Exactly 75 years to the day, Ferrari is celebrating its anniversary at the Enzo Ferrari Museum in Modena by opening the doors to Ferrari Classiche – a unique department that the public usually never sees. Set up in 2006, it offers owners an exclusive service designed to protect the priceless heritage that classic Ferraris represent.
“Ferrari Forever” presents the work this department carries out and the services it offers – like the Certification of Authenticity, reserved for all Ferrari road cars, sports cars and prototypes over 20 years old. This allows owners to obtain an official document certifying the full authenticity of their cars.
The exhibition takes visitors through the fascinating maintenance and restoration carried out in Ferrari Classiche’s workshop – processes that bring cars of all ages back to their original splendour. This work relies on access to the foundry and machine tools that produced the original parts. None of this would be possible without the expertise of highly specialised technicians, who have in-depth knowledge of the secrets of Ferrari engines and the unique features of each model.
There is a particular focus on the Historical Archive, a perfectly preserved collection of the assembly sheets of every Ferrari produced since 1947. Access to the Archive ensures that all Ferrari Classiche’s work conforms exactly to the original designs.
The story of Ferrari Classiche’s work is complemented by 15 officially certified cars on display, including some restored by the Department itself.
The essence of Ferrari’s history can be found in these vehicles, which embody the marque’s sporting soul. There are unique Gran Turismo models like the 1956 250 GT Competizione Tour de France, by designer and coachbuilder Sergio Scaglietti. The bodywork of some of Ferrari’s most alluring and victorious sports cars was shaped by master craftsmen at the Carrozzeria Scaglietti atelier. The 250 GT’s trophy cabinet is one of the most extensive in sports car history, having won a record number of victories in its GT Class.
Another example of rare beauty in the exhibition is the 1959 250 GT Cabriolet, built in limited numbers by Pinin Farina. Aimed at sophisticated clients who loved to frequent glamorous destinations on the Côte d’Azur and California, this elegant, open-topped Ferrari Gran Turismo offered balanced lines and a comfortable drive. It was seen at the world’s most exclusive events and played a starring role on the big screen in Hollywood films, and in the daily lives of leading actors and international jet-setters like Barbara Hutton.
In addition to the classic cars on display, visitors will also have the opportunity to admire unique artefacts such as an original “mascherone” from the 1953 Ferrari 500 Mondial. At the time, to make cars in line with the designer’s vision, coachbuilders would create a reference template to determine the vehicle’s final silhouette. The metal sheets used – mainly aluminium at Ferrari – were shaped by hand, and “sewn” together. This beautiful piece of automotive art is testament to the extraordinary level of craftsmanship that flourished at Ferrari between the 1940s and the 1960s.
To mark its 75th anniversary, “Ferrari Forever” tells the story of a tradition of excellence that transcends time – one that will continue to innovate and evolve into the future. It will also serve as a reminder that every Ferrari has the innate potential to become a future classic.
The exhibition will be open to the public at the Enzo Ferrari Museum in Modena from 12 March 2022 until 17 February 2023.
Images of the exhibition “Ferrari Forever” (@Ferrari S.p.A.): LINK
No this is not a call for a bunch of idiots but an appeal for those of you who have tools you don’t need, or duplicates that you would like to donate to charity. Ilkley Tools for Africa (ITFA) is a small group of volunteers who have been operating in the West Yorkshire town since 2004 .
The idea is a simple: everyone has tools they don’t need, tools that are gathering rust in sheds and basements. ITFA has collects the tools, refurbishes them and and has sent more than 65,000 overseas to sustain projects in a number of African countries.
In addition, it has dispatched 450 sewing machines and twenty knitting machines. A large number of these items would have ended up in landfill and so, as well as assisting development in some of the poorest countries in the world, ITFA is also doing some worthwhile recycling. By various means, particularly sales of items not sent abroad, the group has raised thousands of pounds for WORKAID, the national charity, https://workaid.org/ which it supports. Hartley’s, the local auction house has been extremely generous with its assistance in this. The group has also been helped greatly by Morten’s Hardware Store and Ilkley Wharfedale Rotary.
However, the future of this valuable charity is uncertain since soon it will lose both its Cornmill workshop on Railway Road and its garage storage spaces in Ben Rhydding. Both are being redeveloped by the owners. The ITFA volunteers are looking for new premises urgently: sizeable garages/sheds, one with a work bench/benches and power and another for storage.
If anyone can help, please contact Frank McCrickard thatcanyon@gmail.com; 01943 608655.
I have always liked small cars. They are usually fun to drive and are always popular at car shows and events, best of all they are usually cheap. However the smallest of small cars a Peel P50, has just sold for an impressive £111,000 – believed to be the second-highest price paid for a Peel at a British auction.
This model was used in a promotional stunt going all the way to the top of the Blackpool Tower and may be the earliest model made. As a pre-production example it has a lower fitment of the windscreen, early Lucas sidelights, a cream steering wheel and no rear roll bar.
Capable of 38mph and a range of 100 miles per gallon, the 59kg car has no onboard instruments or speedometer, nor a reverse gear, relying on being lifted and turned into the desired direction by the driver. Its compact and cheeky looks make it a striking choice as a city car.
FOR SALE: Tony Pond’s Monte Carlo Rally 1986 Metro 6R4
I was a huge fan of rallying in the 1970’s and 80’s and spent many early mornings in the forests watching all sorts of rally cars. Without a doubt the most dramatic were the group B cars but they were too fast and eventually they were banned. I first saw the 6R4 on the RAC rally being driven by Tony Pond. The 6R4 was a great car and this specific car is the only Group B car I have ever driven.
To purchase this rare, unique and beautiful Group B Rally Car contact David Paveley.
Here at Classic Yorkshire, we want to bring you different ways to use your classic car and so we plan to take part in low impact events such as demonstration rallies, hill climbs and displays. We are starting with the Mintex recreation running on April the 8th and 9th. In a series of articles, we will tell you what is involved with each event, along with estimated costs and any specialist requirements.
Mike Cowlam (left) and Ian Clark will be taking part in the Saab 96.
For the Mintex Classic Yorkshire writer Mike Cowlam will be navigating for Ian Clark, owner of a Saab 96 V4 built as a tribute to Stig Blomqvist who has driven this car in a previous demonstration event. Ian is a member of the excellent Rallying History who organise events and displays for rally cars. Whilst our car is rally prepared it is not a requirement for the Mintex or any of the other events organised by Tim Nash and his team. However, I think a sump guard is probably a good idea. If your car is rally prepared then the equipment doesn’t have to be in date as this is not a competitive event and is not timed. However, that doesn’t mean that there isn’t some spirited driving on the special stages.
A key part of the event is the social side and there are plenty of opportunities to meet the other teams at meal breaks, coffee stops and the formal dinner at the end. There are also a number of star drivers who take part and so you will get the chance to get up close to professionals.
The event recreates the 1980 event which was part of the British Rally Championship and is one of a series of events around the country organised by former rally driver Tim Nash. Whilst the most suitable cars are ex rally cars some non-competition classic cars and supercars are permitted. There is also no need to have all the safety equipment such as crash helmet and fireproof overalls. Featuring six stages the rally starts in Harrogate before visiting six special stages including Church Fenton, Odsal Stadium and Duncombe Park.
If you have a classic rally car it can be expensive to keep the car eligible for competition use. Proper motorsport requires a helmet, Hans device, fireproof overalls, fireproof underwear, gloves and balaclava. What’s more they have to be replaced every 10 years regardless of use. But that’s not the end of it. The seats and harnesses also need to be in date. Overall, you can be talking about £3 000 plus to keep your car compliant.
We will be driving a 1973 Saab 96V4 prepared for rallying by Saab specialists Malbrad of Huddersfield. The car went from scrapyard to historic rally car in just six months and replicates the successful SAAB rally cars driven by Stig Blomqvist and Yorkshire rally star Jack Tordoff. Jack drove a similar car in a number of the British national and international rallies as well as the International Swedish Rally.
Said Ian Clark
I have been a fan of rallying since I was a child. I was a member of the Airedale and Pennine club and over the years I owned and rallied a number of cars. But my favourite was always the Saab 96V4 as driven by Stig Blomqvist. In 2014 I bought a car from a scrap yard and had it completely rebuilt to rally spec. These demonstration events allow us to show the car being used the way it was intended.
This type of rally tour cost around £450 to enter and on top of that there will be fuel costs and probably two nights in a hotel so you need to budget £800 for an event shared between two of you. There are plenty of other much longer events where budgets of £5 000 plus will be required.
We will be writing a number of articles about the event and the car in the coming weeks. If you come to one of the spectator venues and take some pictures, please send us them so that we can add them to our features (yorkshirepublications@gmail.com ).
Further details of the Mintex and other events can be found on the link below.
The first RML Short Wheelbase model is about to embark on an intensive durability programme at the UTAC (formerly Millbrook) test facility.
RML undertake whole-vehicle design, build and development projects for motorsport and road car applications. In Motorsport RML’s experience extends to Touring Car, GT, Sports Prototype and off-road programmes. RML applies this nimble, innovative and winning mind set to developing high performance road car derivatives and advanced automotive engineering solutions for OEMs.
Bell Sport & Classic has revealed its latest in-house Ferrari restoration: a complete, ground-up, concours-level restoration of the original 246 GT Dino L Series that debuted on Ferrari’s stand at the 1969 Frankfurt Motor Show.
Leaving the Maranello factory in 1969 and exhibited at that year’s Frankfurt Motor Show before being delivered to a customer in West Germany, it was the first Dino to be sold in the country and the seventh L Series ever made by Ferrari
Fitting tribute and lasting legacy
Enzo Ferrari first used the ‘Dino’ name to denote a range of V6 Formula 1 and Formula 2 racing engines as a tribute to his first son Alfredo ‘Dino’ Ferrari, helped develop the engines, but tragically succumbed to illness at the age of 24 in 1956. When Ferrari launched its first V6-powered, mid-engined road car in 1968, it did so under the ‘Dino’ brand. And instead of the traditional Cavallino Rampante or Prancing Horse Ferrari badge, the Pininfarina-designed cars carried the signature of Alfredo ‘Dino’ Ferrari.
The first Dino launched was the 206 GT variant, powered by a 2.0-litre V6 engine. A year later, this model was followed by the 246 GT L, which featured a 60mm longer wheelbase and boasted a more powerful 2.4-litre engine – as did the 246 GTS targa model. Maranello built just 357 examples of the L-series Dino, before following it up with the M and E-series variants, which were produced in greater numbers.
Critics and customers alike loved the way the Dino looked, sounded and drove. The car soon became acknowledged as a ‘lifestyle’ icon, even achieving fame in the cult classic detective television series ‘The Persuaders’, in which Tony Curtis drove a 246 GT.
It’s remarkable to think that at the time the car made its debut, Enzo Ferrari was adamant that his road-going creations should only be fitted with V12 engines and launched the new V6-powered Dino as a sub-brand. Yet today, Ferrari has closed the circle and returned to the V6 engine format, albeit in turbocharged guise, with its new 296 GTB.
The car had been restored twice before in its life already, but lacked real care and precision. It was painted Rosso Corsa red instead of the original Rosso Dino, which has a more ‘orangey’ hue, the leather trim was incorrect too – it was black and red as opposed to the black with orange seat towelling interior fitted at the factory.
Rust plagued the inner wings and the misshapen front and rear valances. The ‘scoops’ on the door panels did not align with those on the body, neither in terms of height nor angle, the wheel arch heights didn’t match from one side of the car to the other and the rear roofline was off-kilter.
They also found that at some stage replacement front wing panels had been welded on top of the original items. The same ‘technique’ had been used on the sills and rocker panels, which meant the seam lines had been lost and rust had been locked in underneath.
Each component was painstakingly restored to original specification, with all worn parts refabricated or replaced as required. Once rebuilt the V6 was tested on a dynamometer and bench-run for a day. After being reinstalled in the car, the engine was re-tested on a rolling road and fine-tuned to ensure it produced the precise 191bhp it left the factory with.
The Dino 246 GT 00436 has been gloriously returned to its Rosso Dino paint finish, which involved first applying the period-correct grey primer followed by a Rosso Corsa undercoat with Rosso Dino final coat. This painstaking, multi-tone process ensures the rare and desirable Rosso Dino is shown most effectively. The seats have been reupholstered in period-correct black leather complete with orange towelling inserts, and beautifully installed along with a newly built dashboard. Even the engine cam covers have been restored to their original bronze colour, ensuring the car is precisely as it left the factory in August 1969 – only better. Even the thin aluminium shell of the interior mirror had two days of polishing lavished upon it to attain perfection.
To mark the 120th anniversary of ŠKODA Motorsport, employees from the ŠKODA Museum and ŠKODA AUTO’s Prototype Centre collaborated on a project to reconstruct the ŠKODA 1100 OHC Coupé racing car. The teams began by reconditioning the original frame, chassis and engine and rebuilt the body. In the process, they used state-of-the-art technology as well as traditional techniques in body construction.
Planning for the ŠKODA 1100 OHC (internal type designation 968), which was intended for endurance circuit races, began as early as spring 1956. By the end of 1957, the first of two cars with open GRP bodywork had been completed. This vehicle is still on display at the ŠKODA Museum and regularly competes in national and international classic car events. The second 1100 OHC is part of ŠKODA UK’s heritage fleet.
In 1959/1960, the designers continued working on the project and created two ŠKODA 1100 OHC coupés with closed bodywork. Tried and tested components from ŠKODA’s production models were used. The ŠKODA 1100 OHC Coupé took advantage of a lightweight rigid truss frame welded from thin-walled tubes. Trapezoidal suspension, consisting of two triangular wishbones arranged one above the other, was used for the front wheels, while a coupling axle with trailing arms was installed at the rear.
The engine was located behind the front axle and, along with the assembly unit, comprising rear axle differential and five-speed gearbox, achieving ideal weight distribution. The ŠKODA 1100 OHC Coupé was powered by a naturally aspirated in-line four-cylinder engine. The cylinder and crankcase were made of aluminium and were derived from the ŠKODA 440 ‘Spartak’, as was the crankshaft. However, the racing car significantly exceeded the Spartak’s output of 40 hp (29.4 kW) at 4,200 rpm thanks to its optimised combustion chambers and OHC valve drive, a compression ratio of 9.3:1, two carburettors, double dynamo battery ignition from Bosch, Scintilla Vertex magnetos and many other modifications.
Its output was 92 hp (67.7 kW) at 7,700 rpm, with an impressive 85 hp per litre of displacement. For short bursts, it could reach up to 8,500 rpm. Depending on the overall gear ratio, which could be adjusted according to the specific racetrack, the two-seater with aluminium bodywork and an unladen weight of only 555 kg reached a top speed of around 200 km/h. Dual-circuit brakes always ensured effective deceleration, and to reduce the unsprung mass, rear drum brakes were mounted on the differential gear.
The racing career of the two ŠKODA 1100 OHC coupés lasted from 1960 to 1962. In 1966, they were sold to private buyers when they were no longer allowed to compete due to changes in technical regulations. Subsequently, both coupés were destroyed in road accidents. The surviving components were used in the reconstruction and the original engine was on display for a long time in the vocational school in Mladá Boleslav before it was finally installed in the reconstructed 1100 OHC Coupé.
The second coupé caught fire in an accident and the aluminium bodywork was irreparably damaged. The dismantled, one-of-a-kind rear axle with integrated gearbox had been part of the collection at the National Technical Museum in Prague before it was donated to the ŠKODA Museum 25 years ago. The ŠKODA Museum acquired the truss frame, which had been cut into three parts, along with the complete front axle and other surviving parts from a private collector in 2014.
The most challenging task was to reconstruct the aluminium body. The original designer was the former factory designer Jaroslav Kindl. The carpenters of the time built a wooden model according to his documents. A group of metalworkers hammered out the aluminium panels by hand, and the individual parts were then welded or riveted together.
Throughout the reconstruction, the Museum’s restoration workshop team worked closely with colleagues from the Prototype Centre at ŠKODA AUTO. Based on scans of the 2D drawings on a scale of 1:1, a three-dimensional grid was created. The shapes of individual elements were painstakingly examined and corrected, for example at the front of the vehicle and around the rear lights. Historical photographs were compared with the sketches and the 3D model. The experts were then able to view the car from all sides in the virtual studio and make adjustments. Miniature models were created followed by models of the front and rear body corners on a 1:1 scale.
The bodywork was created from 0.8 mm and 1 mm thick aluminium sheets that were manually welded and beaten to shape during the reconstruction. Originally, both coupés were unique, featuring an anodised finish. On the track, however, this surface treatment failed to demonstrate any benefit, and so both cars were painted red in the middle of the 1962 season.
With a name like Dino and Italian family heritage on his mothers side you might expect classic car collector and businessman Dino Kania would favour the prancing horse as his automotive passion. If not Ferrari then Alfa Romeo, or Lamborghini but no his head was turned by a British secret agent driving an Aston Martin DB5.
Dino (left) with workshop wizard, James.
That first impression of the suave secret agent and his beautiful car planted a seed in Dino’s mind that would eventually lead to multiple Aston Martin ownership and the creation of his classic car business the Classic Car Lab.
Dino is a successful businessman starting a number of different enterprises over the years with his friend of more than 30 years, Alison Larkin. Alison now acts as Chief Executive as Dino is taking a back seat as he recovers from long Co-Vid. Though in truth she is more like a big sister than a business colleague. Adding a classic car business to the portfolio was never the intention and this new venture happened pretty much by accident. But this is no hobby, It is a serious business backed up by a highly skilled workforce and an established high value clientele.
It was Dino’s partner, Amanda that persuaded him to fulfil a childhood ambition and take the plunge into Aston Martin ownership. A DB5 became his first Aston but like so many other classic car enthusiasts, it didn’t stop there. More Astons and a couple of Jaguars were added over the years until an industrial unit was needed for storage.
The costs of running a classic Aston are high, as you can imagine. The cost of running a fleet of classic cars is really quite frightening, even for a successful businessman. One day whilst working at the storage unit someone walked in and asked if they could work on his car and that was the start of the Classic Car Lab.
By his own admission Dino is not a mechanical genius but does know how to build a business and so using the existing premises he recruited skilled staff across the range of skills needed to offer a full service restoration business. Mechanical, trim, bodywork and paint. He even installed a paint booth to ensure quality from start to finish.
The business quickly became established through customer recommendation and eventually they had to move to larger premises at Otley Mills in Otley, West Yorkshire. After a decade in business it continues to grow and currently employs 8 full time staff and a number of part timers. Again Dino pays tribute to the skills of his team. Lee the welder can weld anything, including Aluminium and has even mastered the English Wheel to help make new panels and repair sections. James the painter has over 40 years experience in the paint booth while at the other end of the spectrum Jack joined the company straight from college and has an amazing knowledge of classic cars, despite his youth.
The pandemic hit the business briefly, especially during the lockdown period but it didn’t last long. Long term restorations provided a stable work programme and now enquiries are growing on a daily basis. Growth continues to come from personal recommendation and call ins rather than advertising.
Workshop wizard (and manager), James took me for a tour of the garage running through the history of each of the cars and giving me an insight into the Classic Car Lab ethos.
First stop is a Golf GTI. It was brought in by a customer for paint but then (as is often the case) they wanted the rest of the car to match the quality of the paintwork so a mechanical restoration was added to the job list. You can see from the pictures that this is a good looking car and a potential prize winner. But you may be surprised that this is no pampered car having travelled 97 000 miles in its lifetime.
Walking into the garage you can’t help but see the freshly painted bright orange Porsche 911. A well used example it had multiple body work issues requiring new sills, wings and the drivers side window pillar was held together with body filler. Following the bodywork an engine and gearbox rebuild will be undertaken to create a reliable daily driver for the owner.
James has been at the Car Lab for 3 years now and passion and commitment shine through the conversation.
It’s like a work family, everyone gets on and we all enjoy the cars and meeting the customers. We are always happy to make the extra effort to get a car completed even if it means working late into the night or at weekends. To be honest, its not like coming to work at all.
I would love to tell you about every car in the workshop but I have limited space. I will be following up with some projects in more detail but just to pick out some of the highlights. The Jaguar E Type has been lightly breathed on for extra performance. The Morris Minor was in an accident and knocked out of shape requiring extensive body repairs. In the paint booth is a Jenson Interceptor receiving a new coat of paint following a mechanical restoration. The Mini, well that is going to be a very special restoration and electric conversion, hopefully we will be able to follow that build through to completion.
Tour completed I return to the office to say goodbye to Dino. It has been an enjoyable visit and one I hope to do again soon. Dino made a real effort to meet with me and I am very grateful as he has been suffering from Long Co-Vid. Infected before the availability of the vaccine it has developed into a debilitating illness and it has taken him a great deal of effort to make the meeting.
One of the worst parts of his illness is that he hasn’t been able to come into work for over a year now. It is clear from our conversation that he misses the team, his customers and the cars. Day to day running of the business is handled Alison who knows the business inside out. In fact, one of the reasons he did the interview was to pay tribute to Alison and the workshop team who have kept the business running like a Swiss watch.
I am sure that Dino will be back at the helm soon as this is more than a business, it is a passion awakened by secret agent with an incredible car. As for what comes next, well Dino tells me he has just acquired an Aston Martin Lagonda wedge. Now that is going to be an epic project.
If you need a simple service, repair, tune up or a bottom up restoration then Classic Car Lab should be on your list of companies to consider. Take a drive out to Otley, have a chat to the team and then enjoy a drive in the beautiful Wharfe Valley, perhaps enjoy afternoon tea at Betty’s in nearby Ilkley. You won’t regret it.
Declaration: At Classic Yorkshire we believe that you should know if we get paid to make recommendations. I can confirm that Classic Yorkshire received no payment or benefit for this article.
